Bailway-cab tkttck



Dc. 1l, 1928.

W. C. lSLEEMAN RAILWAY CAR TRUCK I Filed May 27, 1927 4 Sheets-Sheet Dec'. lll, 1928.

` W. C. SLEEMAN RAILWAY CAR TRUCK Filed May 27, 1927 4 Sheets-Sheet 2 ...si li .0 n

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W. C. SLEEMAN RAILWAY CAR` TRUCK Dec. 1l, 1928.

Filed May 27, 1927 4 Sheets-Sheet Dec. ll, 1928.

W. C. SLEEMAN RAILWAY CAR TRUCK Filed May 27, 1927 4 sheets-sheet 4 Patented Dec. l1, 1928.

UNITED STATES WILLIAM C. SLEEMAN, F BIRMINGHAM, ALABAMA.

RAILWAY-CAR TRUCK.

Application filed May 27,

This invention relates to improvements in railway car trucks and aims to provide a novel arrangeinent of v supporting springs whereby the spring capacity is increased over the present American Railway Association standards. The invention further aims to provide an arrangement of primary andfsecondary springs, the latter of which do not start to function until the car has been partially loaded.

In the accompanying drawings, Fig. 1 represents partial side elevation and section of a truck embodying my invention;

Fig. 2 is a plan view thereof with parts in section; v

Fig. 3 is a cross section on line 3-3 of Fig. 2;

Figs. 4 and 4a show a plan and end view of springs for a 40 ton capacity car;

Figs. 5 and 5a show a similar arrangement of springs for a 50 ton capacity car;

Figs. 6 and 6I1 are similar views for a 70 ton capacity car;

Fig. 7 is a plan view of a spring plank;

Fig. 8 is a side elevation of Fig. 7

Fig. 9 is a plan view of an alternate form of bottom spring plate; l L

Fig. 10 is a section on line 10--10 of Fig. 9 g.

Figs. 11 and 11a are plan and section of a spring plate;

Fig. 12 is a fragmentary cross section of an alternate arrangement showing a combination spring plank and spring retainer;

Fig. 13 is a horizontal cross section on line 13-13 of Fig. 12;

Fig. 14 is a partial cross section showing a modified spring arrangement; and

Fig. 15 is a horizontal cross section on line 15-15 of Fig. 14.

Referring to the drawings, 1 represents a truck side frame having a tension member 2.y compression member 3 and bolster columns 4. A spring plank 5 spans the distance between said frames and rests upon the tension members 2 between the bolster columns 4.

By means of this invention the spring capacity of the truck :is increased by using more than the usual number of standard American Railway Association springs for the different capacity cars. In the truck illustrated, the spring grouping of Fig. 5 is applied. The outer springs 6 are separate from the central spring group 7 and are held in place at the bottom by a boss 8 pressed upwardly in spring plank 5 and by depression 9 in bolster column 4 of the side frame and recess l0 in the 1927. Serial No. 194,677.

b ottom of bolster 11. The depression 9 in the side frame is constructed so that the top portion 12 will act as an abutment for springs 6 and prevent their displacement. The bolster 11 1s applied to side frames 1 in the usual manner, the opening 13 of side frames 1 being of sufficient size to permit its assembly. Bol ster guides 14 are made preferably integral with the bolster 11 and properly position the bolster and frames with respect to one another. The grouping of springs is composed of a central group 7 of four or more springs with top plates 15 and bottom plates 16 which are held in place by a bolt or bolts 17 eX- tending from plate to plate, these plates be ing preferably the same shape and size as the l existing 7 0 ton American Railway Association standard plates. The outside group` of springs 6 may be either single or double coil and are preferably separate from' the central group 7. To apply the spring group the outside springs 6 are placed as shown in dotted lines 18 at Fig. 5 so as to clear the edge 19 of bolster column 4. After the group of springs are thus applied the outside springs 6 are forced over the boss 8 of spring plank 5 and under the portion 12 of bolster column guide 4. lVhen it is desired to omit the spring boss 8 on the spring plank 5, the bottom central spring plate 16 may be made as shown in Figs. 9 and 10, so as to form a bottom spring seat for the entire group of springs.

The spring plank 5 is made preferably with anges 20 merging into a flat plate over the side frame tension member, but if desired, flanges may be made continuous. The ends 21 of spring plank 5V are flanged upwardly and one or more projections 22 are punched up from the spring plank to prevent the springs from displacement.

As an alternate means for holding springs 6 in position, the side frame 1 of Fig. 12 is provided with bosses 23 which fit holes 24 in spring plank 5 and extend sufiiciently above spring plank 5 to project into springs 6, thus preventing movement of said springs 6 and at the same time properly positioning side frames 1.

In the modification shown in Fig. 14, I use the standard American Railway Association spring 25 which is partially compressed when applied to the truck and held in compression by top and bottom spring plates 26 which are tied together by bolt or rivet 27. In this arrangement, the bolster is provided with downwardly projecting lugs 28 which in shape are substantially concentric with the springs 25. Said lugs 28 position springs 25 and retain them in a vertical position. Clearance is provided between top or the spring plates 26 and the bottoni oi the bolsterl ll to permit partial compression or central group of springs 7, beloresprings 25 begin to function. The spring plates 26 as shown in Figs. 1l and lla are made preferably circular in shape and formed with a central depression 8() for bolt 27. The side trarne l is provided with holes 29 in top ot the tension member 2 to permit movement 'ot bolt 27 when springs 25 are iully compressed. y

The springs 7 which normally support the truck bolster are herein termed primaryy springs and the other springs 6 which do not come into play until after a predetermined load has been imposed on the truck bolster are-herein termed secondary springs. y

Though I have described quite speciiically the design and arrangement or certain car trucks illustrated, it is not to be construed Vthat I am limite-d thereto since various by a substantially horizontal abutment shoul-y der normally engaging said springs.

2. In a car truck, aside frame formed with a bolster opening, a bolster, a spring plank resting on said frame, a group of 'springs resting on spring plank, said spring plank having its entire undersurface in one hori- Zontal plane and being' formed at its extremities with upturned ilanges and near each end with struck-up ears adapted to engage the exterior of said springs to prevent displacement thereof. Y

3. In a car truck incombination, a side frame formed with columns which deiine a hereof before coming in contact with the said secondary springs, said bolster having lugs depending from its lower face adapted to engage the exterior of said secondary springs 'to pre-vent lateral displacement thereof. 7

fl. In a car truck in combination, a side frame formed with columns which define a bolster opening, a spring plank extending into said opening, a group of springs rest! ingon spring plank, a truck bolster normally supported by primary springs, the remaining secondary springs of said group normally having clearance with the bolster so as to af- Alord a partial movement thercoiibetore coming in contact with the said secondary springs, said columns having indentured portions bridged at their topsy by abut-mentsadapted to engage the secondary springs.

In witness whereof I have hereunto signed my name.

WILLIAM Cf. VSLEEMAN. 

